Motive-power engine.



Ng. 884,539. PATENTED APR. 14, 1908.

E. THOMSON. MOTIVE POWER ENGINE.

VAPPLIGATION FILED JAN. 19, 1901.

5 SHEETS-SHEET 2.

1 Figa N... 884,588. PATBNTBD APR. 14, 1908.

E. THOMSON.

MOTIVE POWER ENGINE.

APPLICATION FILED .TAN.19, 1901.

5 SHEETS-SHEET 3.

.O84 539. PATENT D .I4 IOOO. No E. THOMSON. E APR MOTIVI; POWER ENGINE.

APPLICATION FILED IAN.1O 1901.

5 sIIEETs-sHBNT 4.

PATENTED APR. 14, 1908.

A E. THOMSON. MOTIVE POWER ENGINE.

APPLICATION FILED JAN.19, 1901.

asuma-SHEET 5f UNITED STATES PATENT oFFIoE.

ELIHU THOMSON, OF SWAMPSCOTT, MASSACHUSETTS, ASSIGNOR TO GENERAL ELECTRIC l COMPANY, A CORPORATION OF NEW YORK.

MOTIVE-PQWER ENGINE.

Specification of Letters Patent.

Patented April 14, 190s.

Application fued January 19, 1901. serial No. 43,948.

To all whom it may concern:

Be it known that I, ELIHU THOMSON, a citizen' of the United States, and resident of Swampscott, county of Essex, and Common- Wealth of Massachusetts, have invented a new and useful Im rovement in Motive- Power Engines, of W 'ch the following is a specification.

The present invention relates to a form of motive power engine of the internal combustion type, having some features in common with the explosion and the compression types of engines, and others in common with constant pressure engines.

The object of the invention. is to secure a simple structure which shall be flexible, safe .and economical.. In operation the invention utilizes the principle of a constant pressure engine in .that it compresses-either in the power cylinder or in a separate cylinder-a quantity of air, and stores the samelunder pressure in a lreservoir. From this reservoir there isA drawn at the proper intervals into drawings an the power end of the cylinder, the gases in which give out power, compressed air a fraction of which finds its Way to a heated chamber'adjacent to the cylinder and connected therewith. This chamber preserves se arately from the cylinder a body of suita le combustible. Said chamber canbe kept hot from the outside, and into it is injected at proper intervals, to be described, preferabl erosene oil, or other hydrocarbon oi which is burned by the incomingcharge yof 35 compressed air (not necessarily with explosion) after which the expansion of the heated products exerted on the power piston gives motion to the crank shaft, and furnishes in addition the requisite energy to compress the incoming or new charges of air.

The functions and structure will loe better understood b reference to the accompanying d, specification, in which Figure 1` is an elevation, partly in section of an engine embodying the invention and arranged to exemplify the principle in a simple way; Figs. 2 and -represent a double engine with some modifications; Figs. 4, 5, 6, 7, 8 and. 9 are detail views of various parts; and Figs. 10, 1.1 12 and 13 are diagrammatic views illustrating the actions of the engine.

yIn Fig. 1, W is a fly-wheel of the engine mounted upon a suitable shaft, upon which a crank K is fixed. The crank K is moved by a suitable connecting rod jointed to a piston rod P2, working in a cylinder, and having a piston P P1 attached. The cylinder is in two portions, preferabl although not necessarlly. .The portion is a water jacketed portion. The portion C1, which may be heat yinsulated from-C, is allowed to attain a fairly high temperature. The piston itself is preferably in two sections, though not necessarily so constructed, and the section P is comparativelyy cool, being in contact with the water j ac eted cylinder walls of C, and it .has grooves in its exterior fitted with pack- Section P1 borne upon section P,

ing r1n s. 1s ma e of refractory metal such as cast nickel or cast iron, and it ma be heat insulated from section P, and fil ed with loose asbestos or some other packing.l It is to be understood that Whilein this description the cylinder acts as a compressor as well as a" power source, the compression of air may be accomplished in an entirely different cyli'n-v der-from the power c linder of the engine.

Back of the cylin er and fastened to the back cylinder head is a chamber H which can. i

be heated externally to a red heat. It communicateswith the cylinder space by a neck .A jet J vis' '85 The jet J is fed the lever l being a bent lever and being re- Y vented from moving too far by stop s2. he lever Z is actuated by an upright lever M2, through the agency of the spring Z2, and at the upper end of the lever M2 is a roller which runs upon cam K2 u on the main shaft. The lever M2 has a dou` le function, as it also sets in motion the ,long rod r1 to open valve S1 thitough the agency of lever L, which rod and valve may be returned by suitable springs. The cam K2, or a separate cam, may act upon another lever M, which reciprocates a rod r2, which actingion lever L2 operates the exhaust valve E' of the engine at suitable intervals. f.

At A and A2 are rig-ht and left threaded yconnectors whereby the adjustment of the effective len ths ofrods r1 r2 may be easily accom lished.

At in cylinder C, is an inlet valve closed by a light spring, and arranged to be opened by the pressure of the atmosphere on a sllght fall of pressure occurring in the cylinder space. Z isthe outlet for com ressed air. It has a valve also closed by a ight spring andlocated in a passage leading from the cylinder space to the reservoir or tank T, which is an air-tight inclosure capable of holding air'at considerable pressure, several atmos heres at least. Air can be admitted from T) throu ha valve V opened by a bellcrank lever lgl andnut S3 upon a acked screw H2 check valve S is inserted in the passage from valve V up to the cylinder for the purpose of` checking.l any vapors from: moving backward towards the tank T. This may be omitted, however, without detriment in most cases.

AAs shown, there is introduced a small re# generator R, consisting of material with fine interstices for the passage of hot gases from the cylinder land the storage of the heat therefrom, which heat is again taken up on the admission of the incoming air from the Y its operation: Assuming that a moderate charge of'air has been pumped into tank T, the initial rotation of the engine will o en the valve S1 by lever L actuated b cam 2, just asjthe crank passes the inner lcad point and admit a char e of air to the cylinder which will propel tie piston forward. In going forward 1t will compress the air in front of it, forcing it through-valve Z, when pressure has risen to equality with the tank pressure or thereabouts, thus-delivering more air to tank Tl to take the lace` of that drawn ofi". If, however, the c amber Hhas a charge of oil v thrown into it just before the admission of air, andthe chamberH isrhot enough to ignite andivaporize the'oil, the incoming air will find its way into the chamber H, producing combustion therein under pressure, which need not take the form of an eXplosion. The result is to' roduce a rich flame or hot body of gas inv which as the piston moves forward receives an addition of oxygen from the fills the clearance space, includingchamber serving as a controlling han le. A'

from chamber T as 4haust valv E.

moves rod r1 so as to open valve S1.

still incoming air. and that whichv H. This insures complete co'mbustion. It also insures the maintenance of the pressure during a considerable portion of the stroke following the admission of but a vsmall charge of compressed air, inasmuch as the air on entering is highly heated by the combustion. The 1pressure somaintained during a considerab e portion of the outward stroke suflices to propel the fly-wheel W and compress the charge of air which has entered from valve I and asses out of valve Z into the tank T.

'As tie piston passes the outer dead center the gases in the cylinder back of the iston will have been lowered in pressure whi e still remaining quite hot. It 1s understood that the valve S1 is closed long before the complete stroke'is finished, in other words the cut-olf'of valve S1 may be adjusted in accordance with the ower and 'capacity vof the engine to take on y will provide that the pressure in the chamber T shall at least be maintained and somewhat increased during operation. lOn the crank passing the outer dead center, the iston returns, and the cam K2 now acts/u/Ppom lever M to open the eX- The hot gases around the pistonl are now expelled by passing through regenerator R, the high tem erature heating the regenerator according y. Just before the completion of the instroke, and at the time the osition shown in Fig. 1 is reached, the cam 2 has just effected a stroke of the oil ump whereby the oil is injected into H whi e the pressure is still low, owing to the exhaust valve having just been shut. In

fact this injection of oil into H may occur just before lthe exhaust valve E shuts, and somewhat in advance of the inner dead center. No premature combustion can occur owing to the fact that the at that time filled with dead gas] or burned gas. The oil so entering, is however, thoroughly va orized in the bottom of the hot receptacleLl-Lwhi'ch at the start is heated by a torch from theoutside.v Just after the eX- haust valve E closes, the cam K2 by furtherlacting upon the lever M2 and continuing the stroke which pumped the oil, carries the lever L into such a position as to open valve S1, and thus open communication between the compressed charge of the tank T and the cylinder. The use of stop S2 is now seen. Its function is to prevent an overcharge of oil being pumped into the cylinder. On the forward movement of M2, the vertical arm of lever Z reaches stop S2, and further action of K2 in moving M2 to the left simply compresses spring Z2, and at the same time It will be understood that in this case the adjustment of the length of r1 is such that valve S1 does notopen until after the oil pum stroke such an amount of air whole spaces are,

sirable, inasmuch as the oil is then pumped back pressure the action of the pump is Meanwhile, the incoming air from S1 passnearly free from combustible in the cylinder rhas passed itsl inner center.

has been effected, the continued expansion ,by the combustion going on therein, at the against substantially no back pressure, it bein `found by experience that Where oil fuel as to be pumped against a considerable liable to be more or less irregular unless its construction is most perfect. As soo-nas the incoming air reaches the hot ball H with the contained oil vapor, combustion takes place, and this begins just before the dead center is passed, while the pressure continues to rise by the valve S1 being open until the pressure in lthe ballH, back of the piston, is equal to the tank pressure.

ing regenerator R has taken up some of the heat given to it during exhaust. It is, therefore, in condition to easilyl burn the oil. Valve S1 may be kept open during a fraction of the outer stroke after the crank Combustion continues and. there results a body of rich flame in receptacle H,A4 and a body of air back of the piston. Now, if valve S1 be closed after a certain portion of the stroke of the gases following u the motion of-the iston, brings the hot fllame filled gas from into adrrixture with the colder gas within the cylinder. This vcompletes the combustion, and insures that the combustible itself' shall be thoroughly burned in excess of air, with the result of a clean, inodorous, invisible exhaust. As-conducive to this state ofaffairs the sectior'i C1 of the cylinder and the back part P1 of/the'piston reach a high temperature during. o eration, the flame lgases being for the major partgof the time ept out of contact with thelubricated walls of the cylinder. In fact section C1 of the cylinder and -the back head ofthe cylinder may be surrounded by a non-conductor and protected from air currents, soV that they may continue at a high tem erature. The heatof receptacle H is usua ly maintained desired terr perature foro eration, so as-to, be inde endent of externa heating after the start. t f, however, the engine is under verylight load, and is provided with a governor for cutting off the amount of fuel in accordance with the rerr oval of load it may be well to lpontinue to heat the receptacle H eXter-' na T e function of the spring Z3 is simply to return the oil ump piston or piston` rod O2, so as to avoidl'lost motion, A similar funcftion is ossessed by the spring on rod r1 near lever 2. While cam K2 has been described g as performing the various functions, it is evident that separate cams may be employed; one to give the motion to the oil pump piston; another to open the inlet valve 1 at proper times; a third to open the `exhaust valve.

` through valve for each cylinder.

plain in the simplest way the functions and the structure of the machine. It will also be understood that an engine may be constructed with several compressing cylinders, `or several power cylinders; that the engine may be provided with a governing apparatus acting to change the interval of opening the admission valve S1, and to change the amount of fuel admitted .to the en ne. These matters form no specialpart of t e present invention. In order to prevent the possibility of any of the burned gases escaping bythe piston P P1 and mixing'with the incoming charge of air enteringthrough the valve I, before Said charge is transferred through valve Z, an escape for gases tending to pass the piston is provided. This escape may be useful in case the packing rings are not well fitted to the walls of the c linder. Section P is provided with four pac `ng rings and about the middle and .between any two rings with a series of o enings y in the interior hollow space. T ese radial openings from the exterior of the piston to its interior are sufficiently numerous to provide free escape for any gas under pressure tending to pass the rings. Arriving 1n the inner chamber of piston p these gases accumulate a slight pressure sufficient to open a valve whenthe exhaust valve E is open. At t is, time the accumulated leakage gas escapes the valve g and passes through a passage O to join the exhaust gases passing out through E. Any tendency for gases to move in the opposite direction is met by its'acting as a check. This adldition to the engine is unessential when the packing` of the iston is good, and it is also less useful on t e larger sizes, inasmuch as the proportion of leakage is a tto be less. v Fligs. 2 and 3 show a double engine constructed in accordance with my invention. As before, W, W, are wheels acting the part of fly-wheels in which are two cranks, one One of the c linders is The object of the present Fig. 1 is to eX- I y ico i, f

shown in elevation and section in ig. 2, and l both are shown in Fig. 3 with'the istons P, P', in opposite positions. E `and are the exhaust valves, K2 K2 are thefcamsmounted on a separate cam shaft for operating the valves. This shaft is geared to the main shaft. K4 is a cam upon the cam shaft for operating the air valve S7 to admit compressed air to either cylinder. The .valve S7 1s a piston or slide' valve receiving air at its hollow interior and distributing 1t through ports alternately to one -or the other cylinder of the engine, checkvalves St1 S8 being provided to prevent any return. H Hare hot receptacles, J, J, the jets and q q pipes feeding oil to the same. T is thetank for compressed'air. F3 is a feed pipe leading .from an 'oil suppl G is a governor which acts to move longltudinally the cam shaft on which the cams K2 K2 and K are mounted whereby on an excess of speed either or both of the followin actions are accomplished.

A variation in t e form of cam K4 as operating to move valve S7 by a changed position of the shaft may cause said valve to admit less or more air in accordance with well known principles. A disk D, fixed upon the cam shaft, also moved by the governor on increase of s eed, will act upon one arm of the bent lever 2, and artially or entirely close a valve G2 in the fue .supply pipe F3, leading to the pumps F2 F2, W work reclprocally and give alternate charges to one and to the other receptacle. Each cylinder is provided with an inlet for-the entrance of air, such as I, and an exit valve Z for the com ressed air, the valve Z being in a conduit lea ing from the cylinder to the tank or reservoir T. As the tank pressure rises it may be allowed to operate upon a flexible diaphragm indicated at N. T is diaphragm is suitably connected to operate a y-pass valve B2 in a box B, whereby oil which is being pumped from the pumps through q q1 from the respective umps is allowed to flow back in greater or lJess amount to the fuel supply pi e F3, t'. e. the governor moving longitudmal -y the intermediate shaft` upon which the cams are-mounted the amount of air admitted to the cylinders for combustion .may be varied, and at the same time the amount of oil or fuel admitted to the receptacles H H may be changed. The operation is substantially the same as that of the machine, Fi 1, except that the regenerator R is omitte from the desi n and the inlet valve S7 serves for both cylin ers of the engine and the check valves Se S6 are put on the cylinder side of the valve S7. The pressure responsive diaphragm N acts to by-pass the oil feed or vary the oilwhich reaches the receptacles H H accordance with the tank ressure, to

which pressure the diaphragm'itse fresponds. It lcuts off or diminishes the oil when the pressure rises to too great an amount. If the speed of the engine rises beyond a certain amount, the governor G properly adjusted operates, centrifugally to move the shaft upon which the cams K2 K2 and K4 are mounted, lforcin ythe disk over and closing the intake pi e 3 b 'valve G2, thus cutting off the feed o oil. gam K4 is so formed that a movement which cuts off the oil at the same time lessens the stroke of valve S7 so that less air is admitted to the lcylinders by the valve S7. Some of these parts are shown more in detail in Figs. 4, 5, 6, 7, 8 and 9. In Fig. 4, K2 is the cam which while revolving presses back a roller bearing thereon, and by an upright lever M4 the valve E, which is the exhaust valve, is opened and closed successively on the revolution of the cam.

,In Fig. 5, H2 H4 represent the throttle valve or shut off valve controlling the communicalch are connected to tion between the tank T and the inlet valve S7 which is operated b the revolving cam K4 on the cam shaft wliicli shaft upon which the wheel W is mounted. vHere the upright lever M5 is 'reciprocated by the action of the cam K1 and its movement reciprocates valve S7. Port Ss is shown as open in the position of the valve S7 and port S9 closed. Port S8 communicates, as seen in Fig. 3, with the upper cylinder in the figure, and port S9 with the lower cylinder in the figure. The-openingjof these ports and the communication with the tank T is adjusted so as to give the admission of air at the proper time, as described in connection with Fig. 1. The shape of the cam K4-'may be varied along thecam shaft so that its longitudinal motion brings different portions of the cam into operation and varies its action in any desired manner.

In Fig. '7 N is the diaphragm responsive to pressure underneath it from the tank T.

This pressure vis exerted in the usual yway against a plunger/bearing on the diaphragm and through a bent lever L4 against a spring pass pipe X. The pipes g g2 receive their fuel or oil respectively from pumps F2 F2,

Figs. 2 and 3 alternately in the position of ,valve B, as shown in Fig. 6. -It will be evi- Ident-that this oil cannot pass from pipe to J2, as the valve has closed the connection,

.but it passes freely through aport in the -valve into the by-pass' or return X. The oil' ypump isthus ineffective. in feeding the pipe J2 which is connected to one ofthe pipes J of the hot.receptacle H. Iny like manner'pipe g1 is ineffective to deliver oil to the pipe Ja y connected to the 'other jetof the other recepi-l phragm N has beenraised by excessive pressure in the tank T, and when thep'ressure suitably falls the valve is thrown to they position shown in Fig. 7. Now, there is free communication between g and J2, -solthat oil is fed from the respective pump to the respective hot receptacle H, to which 'pipe\ J2 leads, and oil pipe q2 is in similardireot co` nection from small ports in B2 using pipe lli leading to the other receptacle, the connec-l tion X X being cut off at this time by no ports being open to take from any of the pipes or passages. This is the position during normal running 'without excess of tank pressure. The pumping capacity of the engine for air being always in excess of that demanded to run the engine, the pressure in the tank T gradually increases until af limit of is driven from the main S5. -The'lever L4 is connected to a sliding ,'tacle H.' Here a. port in valve B2 has fopen', .communication between g1, and a port lead-f ing to X as plainly seen'. This would be the condition or set of the valve whenthe diaressure is reached which is sufficient to push orward thediaphragm N and shift the oil control valve B2, at which time, due to the diminished supply of oil reachingthe hot receptacles H, H, the drain of compressed air from the tank is somewhat increased and a fall of pressure results, allowing the parts to assume their normal operation.

The diagrammatic views, Figs. 10, 11, 12 and 13 are intended to show in an outline Way the actions of the engine during the different parts of its stroke. Instead of cams for working the valves, eccentrics are indicated at K2 K4. In these figures corresponding parts are marked by the same letters as be-l fore, though the construction of the particular parts themselves is modified, for ease of explanation.

Taking Fig. 10, it will be found that the piston P is 1n the position of approach to its inner dead center, as shown by reference to crank K. At this moment it will be seen that the valve S7 has just opened communication with the reservoir T and here air begins to move under pressure past valve S7 ,through regenerator R, into the space of the cylinder section C1 unoccupied by the piston. The exhaust valve shown as a rotary valve, is indicated as just closed and as controlled by.

eccentric K4. The motions of these valves are capable of reversal by link motions or eccentrics, being double for that purpose and controlled by thel reversing lever R2. This, however, is., of course, unessential and merely v illustrative of one of the ways of reversing the motions. The oil-pump F2 has its plunger in motion, as indicated, forcing a charge of oil through pipe q, and to jet Jin the hot receptacle H. The incomingair meeting the oil, produces combustion, and the condition, Fig. 12, is arrived at .while the oil has ceased flowing, the air still entering through valve S7, and piston P moving outward, crank K having arrived at the position of about 45 on the 4outward, stroke. The air in front of piston P, i. e. in ythe space C, is now being compressed, both valves I and Z being shut. The valve S7 may be set to cut off at any desired point on its outward stroke. This can be accomplished by the adjustment of the link R3; -R4 being left invariable.

Fig. 11 illustrates the operating conditions when the piston and crank are at the outer limit of their movement. The hot expanded gases continue their laction until the condition in Fig. 11 is reached and the piston is now at its lfarthest position forward, or on the outer dead point, as indicated by crank K. The compressed air in front of it is being driven into reservoir T, through valve Z. The exhaust valve E has just been opened and the exhaust begins by the flowing of hot gases from the cylinder and from receptacle II, through regenerator R, and out.- The continuing motion of the shaft and crank K Fig. 10, i. e. just as the exhaust valve E, is

about to close, the oil may be pumped in through jet J, while the compressed air valve S7 is inci iently opened immediately thereafter. being pumped in even after valve S7 has been opened, but it is usually better to have this process completed before the entering of the air charge.

What I claim as new and desire to secure by Letters Patent ofthe United States is:

1. In an internal combustion engine, the combination of a cylinder, a hot rece tacle in open communication with the cy inder, a fuel sup ly conduit for admitting oil to the receptao e while the pressure in the cylinder is a minimum due to the action of the exhaust valve, means for supplying compressed air at approximately constant pressure to the cyl inder after the admission of oil to the rece tacle, whereby oil vaporized in the receptac e is brought into contact with air from the compressed air supply, the combustion of the two filling the working space in the cylinder with the roducts of combustion under pressure, an ex aust valve for said products, and means for keeping the exhaust valve open while the piston travels from its outer position to a point near its inner position andV then. closing said valve.

2. In an internal combustion engine, the combination of a cylinder, a piston reciprocating therein, a valve controlling the admission of airinto the working space in the cylinder, an exhaust valve, means for keeping the exhaust valve open while the iston travels from its outer position to a point near its in-r` ner position and then closing the valve, a hot receptacle connected to the cylinder space, means for supplying fuel to said receptacle immediately after the closing of the exhaust valve to form a'body of combustible se'paratefrom the cylinder, and means for o ening the air adnission valve after the c osing of the exhaust valve and closing it after a portion of the following out-stroke of the piston has been made.

3. In an internal combustion engine, the combination of a cylinder, a regenerator in the assage leadin to the exhaust from the wor ing space wit in the cylinder and also leading to an inlet for compressed air from a storage tank, a hot receptacle having a port connecting it with the working space of the cylinder, means for injecting oil into the rece t'acle before the admission of air to the cy inder to form a body of combustible Sepere is nothing to prevent the oil arate from the cylinder, an exhaust valve, I ated by the pressure in the reservoir for con# and means for opening said valve when the piston is adjacent the outer limit of its travel,- keeping it open until near the inner limit of its travel and closing it at substantially the same time that the fuel admission occurs.

ls In an internal combustion engine, the combination of an air pump, a tank for receiving the air, a piston, a cylinder having a connection with the tank, said connection being controlled by a valve movin at intervals in synchronism with the rotation of the engine, an exhaust valve to control the outlet\of gases from the cylinder, a hot receptacle communicating by an open passage With the working space of the cylinder, an oil supply, means for deliveringv oil from the supply to the receptacle before the air valve is opened to form a body of combustible separate from the cylinder, and 'means for open-- ing lthe exhaust valve when the piston is near the outer limit of its stroke, keeping it open until near the inner limit of its stroke and closin it at substantially the same time that the oi is admitted to the cylinder. l

5. In an internal combustion engine, the combination of a power cylinder, a piston reci rocating therein, a valve controlling the admission of air into the working space of said cylinder, an exhaust valve, means for keeping said exhaust valve open while the piston travels from its outer osition to a point near its inner position an( then closing said valve, means for supplyin fuel to the cylinder immediately after the osing of the exhaustvalve, and means for opening the air admission valve after the closing of the exhaust valve and closin it after a portion of the following out-stroke of thepiston has been made.

6. In an internal combustion engine, the combination of a cylinder having a piston, a hot 'receptacle in open communication with the cylinder, means for supplying fuel to the receptacle to form a body of combustible separate from the cylinder, an air pump, a reservoir for receiving the air from thepump, means for admitting air to the cylinder jafter the receptacle is supplied, mechanism operleach other by an ap trolling the operation of the fuel supplying means, an exhaust valve, and means for opening the valve when the piston is adjacent the outer limit of its travel, keeping it open until near the inner end of its travel, and closing it at substantially the same time that the fuel admission occurs.

7. In an internal combustion engine, a cylinder, a iston reciprocating therein, a hot receptacll space of said cylinder, means for supplying liquid fuel to the receptacle just prior to the out-stroke of said piston to form a body of combustible se arate from the cylinder, means for supp ying compressed air to the cylinder at approximately constant pressure portion of the out-stroke of during the first the piston, an exhaust valve, and means for operating the valve which opens it when the piston is near the outer limit of its travel,

eeps the valve open until the piston is near the inner end of its stroke and closes the valve at substantially the same time that the fuel vadmission occurs.

8. In an internal combustion en'ine, a combustion chamber, a hot receptac e connected thereto by an open passage, said combustionchamber being formed with a second passage through which compressed air may enter it, said passages being se arated from reciable (istance, and iquid fuel to the recepmeans for supplying of combustible separate tacle to form a body from the cylinder.

9. In an internal combustion engine, the

e opening vinto the working combination of a compressed air reservoir,l

means for supplying air to the engine cylinder from the reservoir, means for su )plying fuel to the cylinder, governing mec anism for controlling the supplies of air and fuel, a by ass in the fuel supply, and means operatec by the pressure in said reservoir for regulating the action of the by-pass.

In witness whereof hand this 16th day of January, 1907.

ELIHU THOMSON.

Witnesses:

DUGALD MoK. McKiLioP, HENRY O. WESTENDARP.

I have hereto set my 

